Draft appliance



Nov. 15, 1927. 1,648,894

F. w. FRITCHEY DRAFT APPLIANCE Filed Dec. 1924 2 Sheets-Sheet l avwemtozNOV. 15, 7-

F. W. FRITCHEY DRAFT APPLIANCE Filed Dec. 5, 1924 2 Sheets-Sheet 2.

gjwz m WMWMM Patented Nov. 15, 1927.

UNITED STATES PATENT OFFICE.

FRANKLIN W. FRITCHEY, OF WALBROOK, MARYLAND, ASSIGNOR '10 FRANKLIN RAIL-WAY SUPPLY COMPANY, A CORPORATION OF DELAWARE.

DRAFT APPLIANCE.

Application filed December 5, 1924. Serial No. 754,012.

My invention relates to draft appliances useful, in particular, betweenlocomotives and their tenders, and is especially concerned with buifcrs.I aim to reduce or obviate the a crushing action to which such buffersare subjected in service, and to render feasible the use of lightersprings than can be employed for spring buffers now in use. ow these andother advantages can be realized through my invention will appear frommy description hereinafter of a selected and preferred embodiment.

In the drawings, Fig. 1 is a fragmentary plan view of a locomotive frameand a ten der frame with buffer equipment conveniently embodying myinvention, certain parts being in horizontal section.

Fig. 2 shows a vertical mid-section through the structure, taken asindicated by the line am in Fig. 1.

Fig. 3 is a View looking into the tender buffer pocket shown in Figs. 1and 2,i. e., from the right in Figs. 1 and 2,with the buffer omitted.

Fig. 4 is a rear View of the tender buffer or buffer plate,-i. e., fromthe left in Figs. 1 and 2.

As shown in Figs. 1 and 2, the bufl'er equipment is of the radial ty e,comprising spherical and cylindrical surt ced buffers 10 and 11 on thelocomotive and tender frames 12 and 13, respectively, and an interposedchafing block 14, fioatingly mounted on the locomotive bufier 10,--so asto be free to shift from side to side under the influence of the tenderbuifer 11. In practice, the buffer surfaces and the correspondingchafing block faces are concentric with the coupling pins (not shown) bywhich the corresponding ends of the locomotive drawbar (not shown) aresecured to the locomotive and tender frames.

The locomotive bufier 10 and the chafing block 14 may be of any usual orpreferred construction.

The tender buffer 11 comprises a movable member 15 suitably mounted atthe forward end of the tender frame 13, as in a pocket 16. Instead,however, of having compression springs behind it acting in the directionof thrust, as is the case with spring buffers heretofore used, thebuffer member 15 is yieldingly sustained by automatic wedge meansmovable transversely of the fore and aft line of thrust, and here shownas com- 18, 19, arranged one within the other. si

shown, each wedge 17 has a boss 21 on its end, projecting through anopening in the corresponding end 22 of the pocket 16; and

the springs 18, 19 act between an abutment disc 23 that bears on theboss 21 and an outer abutment disc 24.. The outer abutments 24C, 24 maybe sustained by means of a transverse tension bolt member 25 extendingthrough the parts 24, 23, springs 18, 19, wedges 17 and their bosses 22,and even the buffer 15. In the present instance, each of the wedges 17,17 has a hole or bore through it for the bolt 25, while thecorresponding opening between the wedge-engaging faces of the buffer 15has the character of a rearward open groove. When locomotive and tenderare uncoupled, the bufier 15 may be limited in its outward movement (andkept from coming out of the pocket 16) by a removable pin 26 extendingthrough slots 27, 27 in the buffer and corresponding holes in the upperand lower pocket walls. The initial tension (or compression, rather) ofthe springs 18, 19 may be varied by adjusting the nut 28 on the bolt 25.As shown, a cotter pin 29 extends through a hole in the bolt 25 andengages in notches in the nut 28, so as to prevent the nut fromunscrewing under the vibration to which it is subjected in service.

In the present instance, the buffer 15 and the wedges 17 17 are shown ashollow cored castings. The pocket structure 16 may be cast separate fromthe tender frame 13 and bolted in place, as shown. As the springs 18,19, the discs or washers 23, 24,

and the bolt 25, etc., are all simple parts readily turned out inquantity by standard methods of manufacture, the cost of the buffer 11.as a whole is very moderate.

In service, the wedges 17 17 automatically hold the buffer 15 pressedagainst the chafing block 14, and the latter against the otherbuffer 10,thus taking up all looseness in the drawbar coupling between locomotiveand tender, and obviating or minimizing shocksor less satisfactorilyover a considerable ran e of variation in the effective wedge angle, itis advantageous to make this angle somewhat less than 45,-as hereillustrated,because then the springs 18, 19 may be made lighter thaniiithey were arranged directly behind the member 15, in the direct lineof impact. The arrangement of the springs beside the buffer 15 ratherthan behind it allows them to be made of practically any length desired.Extreme length is not necessary, however. because there is a limitingdegree of acuteness forthe wedge angle, below which the wedges 17, ',17practically would not yield at all in service.

I claim:

1. The combination of a buffer with rear faces oppositely inclinedoutward and frontward, sustaining wedges for said faces, compressionsprings for acting on the outer ends of said wedges, and abutment meansfor said interconnecting them.

2. The combination of a bufier with rear I springs for urging saidwedges inward to sustain said buffer; andabutments for the outer ends ofsaid springs, with a floatsprings, with a floating tension member ingtension member interconnecting them through said openings in wedges andbuffer. 3. The combination of a buffer with rear faces oppositelyinclined outward'and frontward, sustaining wedges for said faces,compression springs for acting on the outer ends of said wedges,abutment means for said springs with a floating tension memberinterconnecting them and means for adjusting the tension of said sprins. y

In testimony whereo I have hereunto signed my name.

FRANKLIN W. FRITCHEY.

